Railway-car.



R. 1. UNEILL & H. F. BETHUNE..

RAILWAY CAR.

APPLICATION FILED JULY 31.1913.

Patented Feb. 22, 1916.

4 SHEETSSHEET I- I WITNESSES:

3,1. ONEILL & H. F. BETHUNE.

RAILWAY CAR.

APPLICATION FILED JULY 31.1913.

1,173,118. Patented Feb. 22,1916.

7 4 SHEETSSHEET 2.'

WITNESSES:

' v 11v VENTORS ATTORNEY.

ONE-ILL & H. F. BE THUNE.

.RAILWAY CAR.

APPLICATION FILED JULY 31,1913.

4 SHEETSSHEET 3- A TTORNE Y.

WITNESSES: IN VENTORS I I I W. K i I 4 7 4 By am 4% /v k V l//;/ 9

R. J. ONEILL 6 H. F. BETHU-NE.

RAILWAY CAR.

APPLICATION FILED JULY 31.1913.

1 l 73, l 1 8. Patented Feb. 22, 1916.

4 SHEETSSHEET 4.

A TTORNE Y.

v ten.

RICHARD J. O'NEILL AND HARRY F. BETHUN E, OF DENVER, COLORADO.

RAILWAY-CAR.

Application filed J uly 31, 1913. Serial No. 782,345

To all whom it may concern:

Be it known that we, RICHARD J. ONEILL and HARRY F. ZBETHUNE, citizens of the United States, residing in the city and county of Denver, State of Colorado, have invented certain new and useful Improvements in Railway-Cars; and we do declare the following to be a full, clear, and exact description of our invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being hadto the accompanying draw.- ing, and to the figures of reference marked thereon, which form a part of this specification.

Our invention relates to improvements in railway cars and has for its object the pro vision of the insulation of the walls of the car, and the construction of the car throughinvention many other objects and advan tages w1ll appear, and therefore we consider it unnecessary to encumber the specification by reciting the further objects here.

We will now proceed to describe our invention with reference to the accompanying dra\v1ngform1ng a part hereof.

In these drawings, Figure 1 is a side elevation view of our improved car; Fig. 2 is an end' view of the same, partially in section; Fig. 3 is a detail sectional view, illustrating the manner of securing the walls of the car together, the said section being taken on the line 33, Fig. 2; Fig. 4 is a longitudinal section through the end of the center sill, showing the manner in which the draft.

gear is attached; Fig. 5 is a cross sectional view, taken on the line 66, Fig. 4, showing a special construction of the end of the centersill; Fig. 6 is a cross sectional view of the center sill; Fig. 7 is a longitudinal sectional view of a difierent form of center sill; Fig. 8 is a cross sectional view'of the form shown in Fig. '7 Fig. 9 is a vertical section through the side of the car; Fig. 10

is a sectional view of the side of the car, showing the manner in which the walls of the car, or the plates forming the walls, are

horizontal section of the end door of the car; Fig. 14 is a vertical section of the end door of the car, showing the locking device applied thereto; Fig. 15 is a cross sectional view, showing-the dumping doors; and Fig. 16 is an end view of the car, showing the mechanism for operating the dumping doors. The same reference characters indicate the same parts in all the views of the accompanying drawings. Let the numeral 5 designate our improved insulated carin its entirety, mounted upon a center sill 7 and secured to the latter by means of a plurality of horizontally disposed beams 8 and downwardly inclined beams 9, the beams 8 and 9 being connected at their outer extremities by means of plates 10, secured to said beams by means of suitable rivets or bolts. The beams 8 serve as a platform or base upon which the body of the car is set. The beams 8 and 9 are of T-shape, and the means 9 are secured to the center sill 6 by means of rivets 12, while the top of the center sill 6 is provided with a plurality of plates 13 secured thereto and which plates are in turn secured to the hori- 17 and strips of metal 18, interposed between the said plates, see Fig. 11, bolts or rivets 19 connecting the two plates and arranged between the angle members 17 and the strips 18.

The side members of the car are provided with T-shaped bases or bottom members 20, the said T-shaped bases or bottom members being secured to said side members as shown at 21. The top edges of said side members areprovided with angle iron members 22, secured to said side members as shown at 23. The construction of the two end members of the car also have T-shaped members secured to their bottom edges and angle members secured to their top edges, in the same man- Speeificat1on of- Letters Patent. Patented F b, 22 11916 i bases of the side members and end members are riveted, or otherwise secured to the said beams 8, or the platform of the car, as illustrated by 28 in Fig. 11. The ends of both the side and end members are connected together from the exterior of the car by means of angle irons 29, see Fig. 3, which-angle irons 29 engage with the angle-irons 24 and 25 and secured to the latter angle irons by means of rivets 30. The top or roof of the car, which may be also composed of twoseparated plates, may then be placed in position on the car and secured to the angle members 22, as shown at 32. The outer edges of the roof of the car are arranged to extenddownwardly over the outer edges of the angle members 22, as shown at 33, whereby an instrument is prevented from being inserted to pry the roof loose from the side and end members of-thc car and the interior of the car protected from the weather. The bottom of the car may be covered with sheet metal or other suitable material 34, rivets or other fastening devices being passed through this sheet metal or other material 34 and through one member of the T-shaped bases 20, as shown at 35. This flooring may be placed in the car at any time during the process of construction of the car after the side and end members have been put up and secured in position. Before proceeding further with our description, we wish to explain that the parts of this car are such that said parts may all be made in the shop separately from each other and made ready to quickly and easily be put together or assembled to form the car, the entire work of assembling being accomplished from the exterior of the-car, with perhaps the exception of the car flooring, which must be put in position by a workman on the inside of the car.

In Figs. 12 and 13 we have illustrated the manner in which we arrange and construct the side doors for the car. The door shown in these figures is composed of separated plates 36 and 37, having an angle iron 38 secured between said 'plates at the upper edge of the door, as shown at 39, one member of the said angle iron projecting inwardly. Between-the plates 36 and 37, at the lower edge of the door, we journal rollers 40, and secured to the side of the car, he-

'the door open.

neath the door, is a Z-shaped member 41,

secured to the car, above the door opening,

one member or part of said angle member being secured between the roof of the car and the angle member 22, while the other part of the said angle member 45 occupies the downwardly extending position, overlapping the upper edge of the door and forming a guide for said upper edge of the door. At one ehd of the door opening, we secure a vertical angle iron stop member 46, the same being secured to a vertical T-shaped stud 47 of the door casing, as shown at 48. At the opposite end of the door opening, we

. secure another angle iron 50, the same occupying the vertical position and secured to a T-shaped stud 51 of the door casing, as shown at 52. One end of this side door is provided with an angle iron member 53,

occupying the vertical position and secured thereto as shown at 54, the said angle iron member 53 being-arranged on the inner side.

of the door and adapted to interlock with or pass behind one part of the angle member 50 when the said door is in the closed position, thus preventing the insertion of an instrument or tool for prying the door open. When the door is closed, the forward end of the latter also passes behind one part of the angle member 46, thus also preventing the insertion of an instrument or tool.

We will now proceed to describe the construction and arrangement of an end door for the car. This door is shown in Figs. 14 and 15. It consists of two separated plates 51 and 52, forming an air space therebetween. To the sides of the car, on opposite sides of the door opening, we secure an angle member 53, the same occupying the vertical position and receiving the opposite edges of the door, which edges are reduced for that purpose, as shown at 54. On these reduced edges of the door we secure vertical angle members 55, which prevent a tool or other instrument from being inserted for' prying We also secure an angle member 56 above the door opening, which receives the upper reduced part of the door, the said upper reduced part of the door being numbered 57. This angle member 56 only receives this upper reduced part of the door when the latter is in the open or raised position. To this upper reduced part of the door we secure a horizontal angle member 58. A bell-crank device 59 is pivotedto the car as shown at 60, and is provided with a.

-meshes with a worm 1,173,118 V it?! hook 61, adapted to be received in an opening 62,- formed in the end door, for holding said door inthe raised or open position.

The center sill 6 is braced and strengthened by means of a trestle arranged on the interior thereof. This trestle consists of a central plate member 63, secured at its opposite edges to T-irons 61 and 65, as shown at 66. These T-irons are secured to opposite sides of the center sill 6, as shown at 67. Extending from opposite ends of the central plate 63, we arrange transverse members 68, the same being inclined to the horizontal or vertical and secured at their extremities respectively to the T-irons 61 and 65, as shown at 69. This central plate 63 and the transverse members 68 serve to materially strengthen the center sill and causes the latter to withstand'sudden jolts or pressure subjected thereto. This center sill 6 is connected at one extremity to a casting 70, as shown at 71. By means of this casting 70, the center sill is connected with the truck of the car, a part 72 being provided thereon through which the coupling pin is passed. The forward part of the center sill 6 is provided with a member 73 to which the draft gear may be attached, this draft gear being designated by the reference character 74. The part 73 is of U-shape as shown incross section in Fig. 6. The in this U-shaped part and secured therein by means of' suitable fastening devices 75, which pass through the said U-shaped part and the draft gear. The part 7 3 is secured at gne extremity, to the casting 70, as shown at 6.

lVe will now describe a form of dumping doors which we provide for this car and which are shown in Figs. 15 and 16. These doors are hinged to an I-beam 78, which in this form of our invention is secured to the top surface of the center sill. Journaled longitudinally of the car. is a shaft 79, havmg a worm gear wheel at one extremitythereof, said gear wheel being numbered 80. This worm gear wheel '80 meshes with a worm 81 formed on an operating shaft 82, journaled as shown at 83. This shaft 7 9 is provided with a plurality of arms 84, made fast thereto throughout its length and adapted to engage with the doors on the under sides of the latter to cause said doors to move to the closed positions when the shaft 79 is operated, see Fig. 16. One end of the shaft 82 is provided with an opening 85, into which a tool may be inserted for turning said shaft. A shaft 86 is also journaled on the car under the forward edges of the said dumping doors and provided with a worm gear wheel 87, made fast toone eX- tremity thereof. This worm gear wheel 87 gear formed upon an operating shaft 88, said worm gear being numbered 89.

interior of said center draft gear 1s received This operating shaft 88 is journaled on the car as shown at 90. Qne extremity of said operating shaft 88 is provided with an opening 91 into which a tool may be inserted for turning said operating shaft. The shaft 86 is provided with a plurality of cam members 92, made fast to the said shaft throughout the length of the latter andadapted to engage with the under sides of the dumping doors for holding the latter in their closed positions. Now when it is desired to let the doors move to their open positions, the shaft 86 will be operated through the medium of the gears to cause the cams 92 to move to the position indicated by dotted lines in Fig. 16, whereupon the dumping doors will be released and permitted to move to their open positions by gravity. To close the doors the shaft 79 will be operated through the medium of the gears 80 and 81 to cause the members 8% to engage the under sides of the said doors and raise the latter to their closed positions, as indicated by full lines in Fig. 16.

Having thus described our invention. what we claim and desire to secure by Letters Patent is 1. In a car, the combination of a center sill for said car, said center sill being hollow, longitudinal members arranged on the sill opposite to each other, and braces arranged on the interior of said center sill in staggered relation to each other and connected at their extremities with said longitudinal members.

2. A center sill for railway cars, comprising a tubular member, braces arranged on the interior of said tubular member in staggered relation to each other, and members secured to said tubular member on the interior. of the latter and with which the extremities of said braces are connected.

3. In a railway car, the combination of a center sill for said car, said center sill being hollow, T-irons arranged opposite. to each other on the interior of said sill, a central member located in said sill and connected with said T-irons, and transverse braces arranged in said sill at opposite ends of said central member and connected with said T-iro-ns.

4. In a railway car, the combination with V the truck bolsters thereof, of a center sill supported by said bolsters, transverse beams supported by said center sill, and T-irons connecting said bolsters and resting upon said beams, said T-irons forming the bases for the sides of said car.

5. In a railway car, the combination of a center sill for said car, said center sill being hollow, T-irons arranged on the interior of said sill, a central plate located on the interior of said sill and connected with said T-irons, and transverse braces arranged on the interior of said sill at angles to each other on opposite sides of said central plate,

said braces being connected at their extremities with said T-irons.

6. A railway car underframing, comprising a center sill for said car, said center sill being cylindrical in cross section and hollow, T-irons arranged on the interior of said sill and extending longitudinally of the latter, a central plate located on the interior of said center sill and connected at its extremities with said T-irons, and braces arranged on-the interior of said sill on opposite sides of said plate at angles to each other and connected at their extremities with said T-irons, and beams supported by said sill and extending on opposite sides thereof at right angles to said sill.

7 A railway car underframing, comprising a center sill for said car, said center sill being hollow and cylindrical in cross section, T-irons secured to the interior of said sill opposite to each other and extending longitudinally of said sill, braces arranged on the interior of said sill in staggered relation to each other and connected at their extremities with said T-iro-ns, and transverse supporting. beams carried by said sill.

8. A center sill for railway cars, comprising a tubular member, T-irons secured at their bases to the interior of said tubular member, said T-irons extending longitudinally of said tubular member, and braces arranged on the interior of said tubular member in staggered relation to each other and connected at their extremities with said T-irons.

9. A railway car constructlon, comprising a center sill, horizontally disposed T-shaped beams passing over the top of said center sill at right angles to the latter, sepa rated plates secured to the top of said center sill, said plates arranged 1n pairs and engaging the legs of said T-shaped beams on opposite sides of the latter, said plates being secured to said legs, and downwardly inclined members passing under said center sill and secured at their extremities to the extremities of said beams, the said members being secured intermediate their extremities to said sill.

i 10. A car under-frame, comprising a center sill, said center sill being cylindrical in cross-section, a plurality of horizontally disposed beams extending over said center beams being secured intermediatetheir extremi'ties to said center sill.

11. A railway car underframing, comprising a center sill for said car, said center sill being cylindrical in cross-section, a series of horizontally disposed beams, extending over said center sill at right angles to the latter, a series of separated plates secured to the top of said center sill, said plates being arranged inpairs' and engaging the said beams on opposite sides, the said plates being connected with said beams, and downwardlyinclined beams passing underneath said center'sill'andsecured at their extremities to the extremities of said first named beams, the said horizontally disposed beams forming the platform on which the upper frame work of the car is supported, substantially as described.

12. In a railway car, the combination of a center sill for said car, horizontally disposed 65 beams passing over the top of said center sill at right angles to the latter, said beams being secured to the top of said center sill, other beams connected at their extremities to the extremities of said horizontally dis posed beams, and passing under said center sill, said second named beams being connected with said center sill, and T-shaped v base members extending longitudinally with said center sill and resting upon the opposite extremities of said horizontally disposed beams, the upper frame of said car adapted to be attached to said base members, substantially as described.

In testimony whereof we aflix our signatures hereto in the presence of two witnesses.

RICHARD J. ONEILL. .HAR-RY F. BETHUNE.

Witnesses:

S. H. CLIFF, JNO. G. POWELL. 

